Electrical signaling system for railways.



110.870,46. PATENTED Nov. 5. 19o?.

H. L. RIDER. I ELECTRICAL SIGNALING SYSTEM POB RAILWAYS.

APPLIUATION FILED 00T.26. {90(5.

3 SHEETS-SHEET 1.

PATENTED NOV'. 5, 1907.

1 H. LQRIDBR. ELECTRICAL SIGNALING SYSTEM FOR RAILWAYS.

APPLICATION FILED 00T.26. 1906.

PATBNTED NOV. 5, 1907. H. L. RIDER... ELECTRICAL SIGNALING SYSTEM FOR RAILWYS.

anxmnm 3- FP LIOAVTIONPILBD 001226. 1906.

Wim/55555.- ZvK/rma@ .l .-1 1 HARRYL. RIDER, OF OIL CITY, PENNSYLVANIA.

,i all concern: )l 'Be'it known that 1, HARRY L. Rines, a citizen of the lilin ite'l- States of America, residing at Oil City, in the .county of Venango and State of Pennsylvania, have finveiited certain new and useul Improvements in Electrical- Signaling Systems for Railways, oi which a; .f'ollowing is a specification, reference being had i 'y ther-ein to the accompanying dra-wing.

invention relates toelectrical signaling systems "io`r railways, `and.its primary object is to provide means 'fior protecting trains from collision by means of eleci trically-operated signals located both in front and in 'ehr' 'of sie train. j further object oi this invention is to prevent the l:possibilit-y of'collision by reason of the iailure of the enl'lgineer to observeor obey a danger signal, by providing 'incansforautomatically applying the brakes and stopmping the` train in case the latter is not stopped by the ".'engineer in obedience to signal. d. `The invention comprises means for effecting these bjects including track instruments oi novel construe M 'tion'.and various details of construction and combinal' tions o-"devices, all of whichV will be fully described lfliereinafter connection with the accompanying which forms partof this specification, and de- ;iin'ed inthe appended claims. 2' In the drawing, Figure 1 is a diagram illustrating thelec'trical connections employed with the improved sys'tein, 2, is a -sideclevation of one of the signal v ostsarid semaphore arms, Fig. 3 is a vertical sectional Aiew of one of the track stop-plates employed, Fig. 4 is side view of a locomotive carrying my 'imfpm-ved valve and Contact device, Fig. 5 is a side eleva- 'iti n partly in section of the track stop-plate and,'its 3shcnne`ctions, 6 is a front elevation of the same, lFieri.7`shows oneio'rm4 oi connecting means between a lgnal' post magnet and the signal blade rod andbaln'ce weight'lever, Fig. 8 illustrates a modified conm truqtion of this connccting mechanism, Fig. Sl is a view y` partly in" side elevation and partly in'vertical section ftlie valve mechanism carried on the locomotive and daptsd to be operated by the track stoplplates, Fig. f 10 a detail showing means for adjusting the stop-plate I"Arodv connections. Fig. 11 is a sectional view of the 4 5 uali'zing valve with its'- pistons in normal position, `12 is a similar view showing the pistons in their .f lowered position', Fig. 13 is a View in perspective and E l partly in vertical section oi the cylinder of the equalizixig'valve, Fig. '14 is a view partly in section and partly 11i-elevation oi the lower portion o the air cylinder, and

` 15 -isadiagram of one section oi track.

LI`- employ a track stop-plate at theentrance and exit 3' endsoi each section, the specific construction of which 'f' will .be hereinafter described. These stop-plates are ijfadapted to be struck by a lever depending from a valve S\pecication of Letters Patent.

Application filed October 26,1906. Serial No. 3.40366. Y

LEI'JF'CTRICLAL SIGNLING- SYSTEM FOR RAILWAYS.

Patented Nov. 5, 1907.

electrical connections are shown in 1f ig. 1. The track is arranged in rnil'e blocks or sections designated by the. letters A. B. C. d: D, but may be arranged in any fracv tion or any number of miles.

Assuming the sections B and C are occupied by trains, that on section B. traveling to the left and the one on section C to the right, the train on B would Set a signal at a point a mile to the right of the post marked a and the train on C would set a signal atrpost marked ,17.

At the s ame time the B Atrain will operate a signal at the post marked c and the C train would set a signal atl the post marked 21. In other words each train simultaneously operates an advance signal and arear signal, thus protectingitself 'from collision from either direction. Should both trains keep advancing, the inst. lone to reach the end ofthe section on which it'is traveling will be fo'rced to stop atV that point whether thev engineer observed the signal] or not. Thus tho B train would stop at the point designatedat e and the C train` at the point f,"andk the two trains traveling toward cach other could not approach each other nearer than one mile or the distance of one-block or section. I

i The signals are operated by electr-ic batteries 1. 2,

3, 4 and 5 located one at the end of euch section.- The circuit from the battery 2, or example, will be through designates a frame or housing supported between the 95 ties of the track and inclosing alframe 24* servingas a guide for the vertically movable stop-plate26 formed with a head 27. AThe plate 26 is connected by a rod 2,8 to the core of a solenoid 29, the latter being connected in the signal circuit as already explained. In 100 Fig. 10,'1 show a modification in which the rod connection 28 is-threadedand adjustably connected to an internally threaded sleeve 29 thus permitting the throw or movement of the track stop-plate to be varied.

In Figs] andS, l have shown the manner of connecting the signal blades and their balance weight levers. ,The signalpost is designated by the numeral 30 and the signal blade 31 is pivotally secured thereto.

A rod 32 connects the' short arm of th signal blade,

pivotally secured by a link v34E to a lever 35 ulcrunled by the locomotive at any 'convenient upon a support 36, and secured to the core 37 of a signal Asa magnet or`solenoid 38, a cushioning spring 39 being arranged below the link l34.

As a substitute for thesignalblade connections shown in Fig. 7 the rod 32 may be pivotally connected to a;

lever 40 fulerumed at'one end upon a support 41 and pivotally secured at its opposite end to the core of the signal magnet. The weighted lever 42 fulcrumed on the post l and connected at 43 to the ro'd 32, serves as The train pipe is cut at some convenient point o n the engine, probably, below the cab floor would be most convenient, and the valve casing 44 is connected into the train pipe.

Withinlthe casing 44 are tivo pistons 5l and 52, the lower one 51 being connected to the ro`d 49 while a'rod 53 extends centrally through the upper piston 52 and into acentral guide opening 54 formed in the lower piston 5l. A coil spring 5 5 encircles the rod 53 of the upper piston. I

The casing 44 isforme'd on oneA side with an air passage 55 to convey air irom the train pipel to the space 56 between the pistons, and the lower piston is`iormed with a,port 57 communicating with an' air passage 58 formed in the'casing communicating with the space 59 above'the'upper piston.

In the upper righthand side of the ripper piston is a vleak portextendng out at the 'right side directly opposite the exit to atmosphere, and just above-the bottom of the upper piston is another exit to atmosphere for commencing the leak.

The operation is as followsr-'llhle'plunger 29 of the solenoid is drawn upward by the current, pushing the connecting rod 28 and stop -plate `26 upward. The plate 26 is then in position to serve as an obstruction to the trip lever 46 on the engine. This vaction is effected automatically bythe current when the wheels and axle of the engine complete a circuit between the rails. As the engine carrying the .trip lever goes forward. over the stop-plate, the plate presses the trip backward thus removing the upper 'end of said trip lever as an obstruction to Ythe'piston rod 49 above it allowing the piston 51 to drop down permitting the air to pass through the cylinder 44. When the rod 49 is down air is permitted to ow from the space between the pistons'l and 52 to the port 58 on the leftA side of the cylinder to the top of the cylinder to set the brake.

In running or normal position, the pistons 51, 52 of the valve are .in the position shown in Fig. 11 of the drawings, the piston 52, it will be observed just neatly uncovering port 55", and the piston 51 closing port 58, permitting air lfrom .the train pipeto enter the space between the pistons 51, 52 in the center of the c ylin` der. In this position, the operation of the brakes by the engineer from th cab is not affected.

-The connection between port 55n and port 58 is made by the lower piston dropping down below the entrance of port 5,8, which drop is permitted by lateral moving thev segmentrhead 47 thereof piston 51 and piston rod, 49`ispermitted to'ldrop. -Whenl this tweenjsh'e' pistons 51, 52, leaves the cent'erfliymay of port 58, the latter having been 'uncovered bytiiedroph above the piston` 52 and as the cylinder hold- Isuiicient air above the upper piston when drawn from the this cylinder is two-fold. First I remove a' sufiicient .allqiv itto pass-out to theatmosphere but confineit covers the Vport 55 through'which the air ton at the right. f ',To permit theV s .ir tdescape tothe r pounds would 'be a clearloss.

ing sections ,in dotted lines, a train entering thev secpnte so, battery s1 wires 'sz agrega; nnshihmugir axle oi locomotive 185 86, ,wires 87 and Sxsignal' battery 75. The train airpressureisV between the t o stop-plate said lever is turned one side or other, permitting pressure of the spring'just above lon the Irod will set by the quantity of air permitted to'ow aroiid through to the top oi the casing and the expansion of seat.` A 1 When the air leaks .out sufficiently to reduce the presthe trip lever 46 back to avertical position, thus '0 the lower pistdn, compressing--the upper spring whichy in turn starts the upper piston up permitting lthe air from the pump which will now be im drfp occurs, the aii' in the center oi the cylinder bepingpi piston 51. The air entering the port 58 lo'ws V to the top of the cylinder'above the piston 5 2, and forces'- s this piston down, s`o th'at .it closes port,-'55 as seen in Figs 12and 14 of the drawings, the air being retained quantity of ir to set the brakes, and secondly I do not atmosphere Wouldufentail a of more seven pounds pressure, and any'reiiu'c 'n exfceeding'seven,

Referring now to Fig. 15 'ofl the shows one section oftrack in full lines,and two adjoinagain recharge the train pipe with its normal pressure and running into the space 56 between the two pistons forcing one down and the other up to their normal/p01 movement having been imparted to trip 1ever-'26,1 sitions.

@rainpipe `theibrakes are caused to be set throughout. A l`he reason the\air is permitted to pass to the't'op of withinthe top of the cylinder where itis litilizedas I I i when the pressure is the same abovethe upper piston as e betweenthe pistons the upper pistiinmoves dow'n and tion H completes a circuitacrossthe throughthet locomotive axle. Thecurrent isirorn to the wires 76 and 77, signal 'post`78,'vwiref 7$, -stoppistons. whenv the-.trip meras@ ,the mcklos 49 together with the weight of the piston and-the expansive power oi-tlie compressed air to lwer the 51 to the bottompf the casing.' This allows-the oompressed air between thepistonsto escape througlrthe port .57 when it is opposite the air pa's'sageii, into thepassage 58 and thence upward intotlie space above the i upper piston forcing, down said upper piston, thus closing the lower end of the .train air pe 55- and preventing any' further leakage ,of air. The brake i the air forces the upper piston down. it is down.

it rests upon the lower.pis' ton with the leak port intheupper right side of the ,upper pistonjust oppositethe'- sure, the engineer can get down from the cabgand turn At and opposite the air entrance to port 58 at the bottom of said port, a screw plug is inserted in and extending through the casing 44 and entering the air passage 58, to regulate the iiow of air from the space 56 through port 58 to space 59 in order to produce as may be deemed advisable either ordinary service application, a quickservice, or emergency application of the brakes, the service application being sufficient at all times with this device.

It will be apparent rom'the foregoing description that the improvement not only affords effective signal protection for both the front and rear of a train, but the further security of automatically stopping the train in case the signals are not seen or are ignored by the engineer.

This device also affords protection against collision With a train on a siding by running into the switch should it have been left open by the train standing thereon; also prevents destruction of train by running into an open-drawbridge; also prevents side-wiping oi a train standing on a side-track but not in sufficiently far to clear -al passing train. This arrangement or device also affords protection against a train being derailed and wrecked by running into an open mainline switch. The main line switches are so arranged in connection in the circuit that they will set the signals and track-stops one mile each side ol the section in which the open switch is located.

This arrangement or device is applicable to single track as well as double track and if signal blades are desired, both blades for single track can be attached to lsame signal post on opposite sides.

This device will prevent thel forward portion of a train broken in two from running away and leaving the rear portion standing on the main line, as the rear portion will cause the signal and track stop ahead of the train on the next succeeding section to be set at danger, stopping the train when the engine reaches said track stop. Similarly, the rear portion will cause a danger' signal and the track stop to be set back of said rear portion on the nent adjoining section, stopping any train following approaching nearer to the dead portion of train ahead than one mile.

What I claim and desireto secure by Letters Patent, is z- 1. In an electrical signaling system, the combination with signals and electric circuits therefor', of track stopplates included in said circuits and means carried by a locomotive adapted to strike said plates, a. valve casing also carried by the locomotive,V two pi'stons within said casing, and means for operating said pistons tosetthe air brakes, and to release said brakes.

2. In an electrical signaling system, the combination with signals and electric circuits therefor, of track stopplates, electrical means for operating said plates, a contact level' carried by the locomotive, a valve casing carried by the locomotive, pistons within said casing, and

ports and' air passages in said pistons and casing for causing a leakage of air when said contact lever is operated` 3.1n an electric signaling system, the combination with` track signals and electric circuits therefor, and track stop-plates included in said electric circuits, of means for applying the air brakes of a train comprising a valve casing carried by the locomotive, two verticallymovable pistons within said casing, and a pivoted lever normally holding said pistons elevated and adapted to be operated by said stop-plates to permit the pistons to drop the valve casing and cover the outlet port of said valve casing-.and operated by said track stop-plates to permit port of the valve casing and uncover the air outlet port thereof.

5. Electrically-operated means for actuating railway track signals and mechanically operated means for applying the brakes of a train, comprising track signals, electric circuits therefor', and track stop-plates included injsaid circuits, a valve casing carried by the locomotive having an inlet and an outlet port, the inlet port being normally in communication with the air supply and the outlet port -normally closed, two pistons in said valve casing, and means also carried by the locomotive for normally holding said pistons in position t0 respectively uncover the inlet port to the valve casing and cover the outlet port thereof, said means operating by said track stop-plates to permit movement of the pistons to uncover the outlet port of the valve casing and thereafter close the inlet port thereof, substantially as described.

In testimony whereof I aix my signature in the presence of two witnesses.

HARRY L. RIDER.

VWitnesses J. B. Kissiuena, M. R. HOY.

'the pistons to move into position to cover the air inlet 

